The Ram 1500 RHO Gets Our Wheels Spinning

A few years ago, we introduced you to the TRX, Ram Trucks’ fire-breathing Hellcat-powered desert runner. Its high-performance suspension and 702-horsepower mill were revolutionary in the light truck market, but after just four short years the brand announced the sun was setting on its V-8 super truck. What? Was this the effect of the auto industry pressure for better fuel economy and a greener identity? We were concerned that the powers-that-be in the government were finally choking the life blood out of “sport” in the sport truck world. Well, Ram wouldn’t leave us adrenaline junkies on the sidelines too long, and in 2025 they’ll be releasing their next offering in the gravel-flinging, high-jumping, high-performance truck genre. Meet the Ram 1500 RHO.

Revolution in Innovation

In 2024, Ram dropped the 5.7 HEMI V8 from its 1500 lineup in lieu of its newest midsize power plant, the 3.0-liter Hurricane inline six cylinder. Our first date with the Hurricane was driving Jeep’s new Wagoneer through Montana’s backroads. The base motor churned out 420 horsepower and 469 lb.-ft. of torque, a fair margin more than the 5.7 HEMI. But if Ram was trying to fill Hellcat shoes, they’d need to up the ante.

The HO, or Hurricane High Output, raised the bar to 540 horsepower and 521 lb.-ft. of torque. These numbers are significant for a three-liter six banger, and while this doesn’t match TRX’s 702 horsepower (or the Ford Raptor R’s 720), the Hurricane HO is no couch potato. Ram claims RHO will knock off the quarter mile 13.1 and pull 0-60 in 4.6 seconds—just 1/10th of a second shy of the TRX.

Contributing to these impressive numbers are forged crank and rods, cross-bolted main bearing caps, aluminum heads and a deep-skirt cast-aluminum block with low-friction plasma spray-bore cylinders. Feeding the jugs is a high-pressure (350 bar/5,075 psi) single-rail direct-injection system, along with an improved air delivery arrangement. Rather than drafting air from under the wheel well, an integrated scoop on the hood channels cool, clean air through a high-capacity radial filter. Twin turbos then manage the task of ramrodding it through the intake manifold. The air box is designed for quick access/cleaning, and spent gases are channeled aft via what RAM calls its Sport Tune low-restriction, dual-pipe exhaust system.

Backing up the Hurricane are the respected TorqueFlite 8HP75 8-speed automatic transmission and Borg-Warner 48-13 full-time transfer case—both electronically controlled. There are five selectable drive modes ranging from auto, Mud/Snow, Rock and Baja. Depending on terrain selected, algorithms are tweaked to modify fore/aft power bias, stability control sensitivity, shift points and suspension tuning.

Behind the Glass

From the driver’s seat, RHO resembles Ram’s other premium truck offerings, but with a few additional touches. Ergonomics are excellent, with all controls within arm’s reach. Glancing to the right of the well-luminated instrument cluster (IC) we find 4WD and locker controls and a 12-inch Uconnect 5 touch-screen console. Below is the Trailer Reverse Steer Controls and to the right is a 10.25-inch passenger side LCD (both optional). Fine leather and accented stitching are abundant throughout, as well as soft touch suede-like material on the console and other contact points. A nice touch is a personalized plaque inscribed with the VIN, performance specs and turbo information.

Standard safety features include adaptive cruise control and emergency braking, active lane management and blind spot monitoring. Also available with the premium package is a full-color heads-up display, 360-degree camera system, larger touchscreen, upgraded 900-watt Harman Kardon audio system and a host of other goodies. We drove a decked-out unit with front and rear heated/cooled seats (the front including a back massager), power adjustable pedals, digital rear view mirror with Town mode and a plethora of auto-pilot wizardry. I’m not really a fan of hands-free driving or other automated babysitters, and when you are in a rig as sporty as the RHO, why would you give up control to an electronic nanny?

Rear seats are comfortable and flip up to reveal a large storage cubby. USB 120-volt power ports are numerous, and a dual-zone wireless charging station is available. What is NOT available is autonomous parallel parking. Thank God. Anyone that can’t shoehorn their vehicle against a curb between two other cars should not be given the reigns of 540 horsepower.

On the Road

From any angle or distance, RHO posture and body lines are easily mistaken by its predecessor. And this is by design. Like TRX, RHO is not for those simply wanting to get from A to B for a gallon of milk. Rather, it is crafted for the driver that covets the tactile feel of the road, a responsive skinny pedal, and might need to jump a few berms while getting to the market.

I took it out for a spin on winding country roads followed by a run down the interstate. Though it doesn’t have TRX’s extra cylinders and supercharger (or throaty Hellcat timbre), it doesn’t loiter when you mash the gas. Steering in hard cornering is predictable, suspension firm but comfortable, brakes responsive, and enhanced seat bolsters keep your bum where it should be—a package that inspires driver confidence. Thumb controls on the wheel toggle through IC screens, providing details on system vitals, drive modes, tire pressure, audio and a host of other pertinent information. The Hurricane’s power curve felt fairly linear after the turbos spin up, and it took no issue pushing the Speedo well beyond the limit in a hurry.

On the Track and Launch Control

Now let’s get to what makes the RHO fly, and land. The Hurricane distributes power aft to long-arm five-link, full-floating Dana 60 fitted with an electrotonically actuated locking differential. Up front is a ZF 215mm (8.5 in.) axle with forged aluminum A-arms which are engineered to maintain proper caster and camber throughout their 13 inches of travel. At each corner we find 35-inch Goodyear Wrangler all-terrains on 18-inch alloy wheels, 15-inch brake rotors and twin-piston calipers and coil springs.

Each plays its part, but the magic lay within the Bilstein Black Hawk e2 dampers. Sound familiar? These are the same high-tech shocks introduced with the TRX. Machined from a chunk of forged aluminum, they feature electronically controlled valving and remote reservoirs. Active Terrain Dynamics (ATD) system analyzes each shaft’s position, velocity and amplitude throughout its range of travel, adjusting compression and rebound valving as needed every few milliseconds. If (when) the tires leave the ground (full extension), ATD tightens up compression valving in anticipation of touch down and internal hydraulic bump stops prevent a hard bottom.

We spent a day at the Holly Oaks OHV Park north of Detroit, and while it doesn’t offer the expanses of Baja, Ram set up a course that would test the mettle of any desert runner. The Hurricane aluminum block and head trims 150 pounds off the scale compared to the TRX, but with a curb weight of nearly 6,300 pounds she is still a big girl. Switching to Baja Mode, first impressions were positive as I pushed the RHO over and through terrain at speeds that would leave most contenders on the sidelines.

Steering during hard cornering was responsive rather than pushing, or understeering, and algorithms in Baja mode are loose enough to allow kicking the rear out on high speed drifts. Bilstein’s e2 shocks did an excellent job of sucking up high-speed whoops without protest, and I could feel the ATD progressively tighten up compression valving in the last 30 percent of travel. Down the back stretch were three jumps, which we hit at between 35 to 50 miles per hour, putting two to four feet of air between the tires and terra firma. As with its brethren the TRX, RHO didn’t flinch as it touched down and set up for the next one. As a guy that has raced, chased and managed Baja race teams, I was impressed with this off-the-showroom-floor rig.

The hot shoe (pro) driver suggested leaving it in drive, but I lean more towards a Sammy Hagar style—one foot on the brake, one on the gas, and manual shifting. Having said this, manual shifting in tight turns will keep the rpm’s up and avoid any skinny pedal latency, a.k.a. turbo lag. RHO does have paddle shifters, but you won’t see me using them on a tight track. They spin with the steering wheel, which is awkward, and cross over the 12-6 o’clock plane, which your hands should never do.

Lastly is Launch Control, another carryover from the TRX. With the vehicle on flat and level ground and steering wheel straight, you tap the Launch Control button to access settings. Select the desired rpm (up to 3,500), slip it in drive, mash the brake to the floor (the IC indicates if you have adequate brake pressure), fully depress the “go” pedal, and let the engine wind up. It works like a stall torque converter but retards the timing to allow for higher rpm’s before pushing through the brakes. You’ll feel the truck twist and groan as the brakes and engine battle for dominance, but when the tach hits the target rpm and you lift from the brake, away you go with gusto.

Closing Thoughts

Although the premium package throws in a slew of bells and whistles, the base model checks all the boxes for this driver. And with a base price of about $72K (destination fee included) you’ll keep an extra 10-to-40 grand in your pocket over the TRX or Ford’s Raptor and Raptor R. On or off the pavement, RHO doesn’t leave anything on the table. It feels solid like a truck should, and when you switch to Baja Mode and a cactus-lined silt bed flashes up on the IC it is ready for dang near any terrain you can throw at it. Ram states, “More horsepower per dollar” and their math is correct. I’d say RHO provides more smiles per dollar as well.

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